Automatic safety train-stop mechanism



Aga. KILBURN. y AUTOMATIC SAFETY TRATN STOP MECHANISM.

APPLICATION FILED MAR. 1. 1921.

Patented Nov. 1, 1921;

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T1 l T Y A. H. KlLunN. I AUTMATIC SAFETY TRAIN STOP MECHANISM.

I APPLICATION FILED MAK-1119211 PatenwaNov, 1,1921.

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immuun Vum ARTHUR R. KILBURN, .or WHITEHALL, WASHINGTON.'

FEE'.

g Specification of Letters Patent.

Patented Nov.Y 1, 1921-.

Application `filed. March 1, 1921. SerialNo. 448,762.

To all whom 'it may concern.'

Be it known that I, ARTHUR R. KILBRN,

a citizen of the vUnited-States, residing at` llhitehall, inthe county of Washington and VState of New York, have invented certain new and useful vImprovements in Automatic Safety Train-Stop Mechanism; and I do hereby declarev the following to be a full, clear, and VVexact description of the invention, such as will enable others skilled'in the art to which it appertains to make and use the same. v t p The object of the invention is to provide a simple, comparatively inexpensive and ellicient means whereby the passing of a semaphore or other signaling means by a train, when the signal is set against the train, either through the indifference or negligence or inattention of the engineer or due to his failure to see the signal or his .inability to obey the instructions implied thereby, may be prevented by the automatic setting of the brakes with the result of reducing the speed of the train or bring it to a stop;` and whereby in order to prevent the automatic setting ofthe brakes a positive action upon the part of the engineer must be taken to disarrange or displace elements which in their normal positions are adapted to insure the checking of the train in the event that the signaling device whether of the manually operated or block signal type is `in the danger position; and with this object in view the invention consists in aconstruction and combination of parts of which a preferredernbodiment is shown 4in the drawing, wherein:

Figure 1 is a side view of a safety stop mechanism embodying the invention.rk Fig. 2 is a plan view of the same. Fig. 3 is an end view. T,

fig. 4. is a detail view of the engine or cab carried member of the apparatus.y

Fig. 5 is a similar view of the roadside trip and its connection.

rlhe apparatus consists essentially vof a roadside Vor track member 10 with which cooperates an engine or cab carried member 1l, the outline of the engine being indicated in dotted lines at 12 and the track rails being shown at 13, adjacent to which is vlocated 'a semaphore 14, of which the bladesl5 are adapted to serve as a signal to the engineer either that the track is clear or that there is danger ahead. requiring that the speed of the train be reduced or that a stop be effectvthe engine or cab.

ed. .It is afwell knownV fact that it is common for engineers either through failure to understand or properly read the semaphore signals or through neglect to obey tlie direc- `tions given' thereby, to pass signals y,which Vare setagainst theV train, either at fullspeed or` reduced speed, and thus incur the Vrisk of collision or a wreck by reason of a damaged condition of the track, and in orderto provide against such error'the roadside or track mechanism l0V includes a trip arm 16 operatively Vconnected through a chain or cable 17 or the equivalent thereof with the blades of the semaphore or equivalent signaling device, whereby when the semaphore is at danger the trip arm 16 will be disposed in the path of a lever 18 connected with the angle cock 19 on the end of a flexible arm or section 20 of the train i When the semaphore arms are at safety indicating that'the track is clear the trip arm is moved to an inoperative or elevated position indicated in dotted lines in Fig. 3,

or if it is desired after having brought the train to a stop or to a very slow rate of speed pipe 21 carried by to pass the signal without actuallyrsetting Y the brakes the arm 20 may be displaced as shown by the dotted lines in Fig. 2, to vwithdraw thel lever 18 from engaging vrelation 'with thetrip arm, by means of an operating cord or chain 22 connected with a'handV lever 23 in the cab, vsaid cord or chain passing over any suitable intermediate direction pulleys 24.

The angle cock 19 being arranged'in and controlling the outlet from the train pipe lit is 'obvious that-the engagement of the lever 18 with the trip arm will openthe valve and vpermit of a train pipe reduction which will set the brakes throughout the train and bring it to a stop, whereas if the semaphore is in a position indicating safety, while the arm 20 of the cab mechanism may bein the operative position-indicated in full lines in Fig. l,- there will be no .-interference'withl theflever 18 owing tothe fact that the trip arm 16 will be in the elevated or safe position. Unless the movable arm 2O of the train pipe is moved out of its normal position by the engineer however, and if the semaphore or otherV signal is set against the train, the lever 18 will come in contact with the trip arm and thus apply the brake to insure the safety of the train by giving the train crew an opportunity to investigate the conditions ahead or to proceed at such a speed as to enable the train to be stopped at any moment.

Having thus described the invention, What l claim is z l. An automatic safety train stop mechanism having a roadside apparatus consisting of a signal operated trip arm,;and a cab mechanism consisting of a pivotal. arm carried by and in communication vvith the train pipe and provided With an angle cock having a lever normally held in engaging rela-V tion.\vith thetrip arm.

Q; lArnautomatic safety train stop mechanism having 'a roadside apparatus consisting of a signal operated trip arm, and a cab mechanism consisting of a pivotal arm carriedby and invcommunicationy with the train pipe and provided with an angle cock having a lever normally held in engaging relationvvith the trip arm, said trip arm being pivotally mounted for movementV out of the path of the lever when the signal is set at safety. j

An automatic safety train stop mechanism having a roadside apparatus consisting or a signal operated trip arm, and a cab mechanism consisting of apivotal arm carried vby and in communication With fthe train pipe and provided'with an angle cock having a lever normally held in engaging relation With the trip arm, means including a hand lever being provided for moving said arm to'vvithdravv the angle cock lever from engaging relation With the trip arm.

In testimony whereof I affix my signature in presence of tvvo Witnesses. Y

, E. W. BLAcKvvooD,

A. J. WoonARD. 

